Engine speed control by xaictoiid depression



E. M. POST, JR

EfiGINE SPEED CONTROL BY MANIFOLD DEPRESSION Fil d May 14. 1929 varying a resistance in the Patented-May 26, 1931 I UNITED STATES PATENT OFFICE anwm 1r. roar, an; or mronx. x. 1,, micron r0 mma'rronar. xoron coxrm, or raw YORK, 11. Y. a conrou'rron or nmwm ENGINE SPEED CONTROL IBY mold) DIPBIQSIOK Application fled m 14,

The present invention relates to devices for controlling the output of a Ijgenerator b eld thereo More specifically, theinvention embodies an improved generator output controlling mechanism adapted particularly for use 111 connection with the gasoline electric type units, wherein an electric generator is driven by an internal combustion engine. The field resistance of the generator is controlled by the depression in the intake manifold of the engine in such manner that an increase in the engine output produces a corresponding increase in the generator output.

In the operation of power units of this character, it is desirable to vary the generator output in accordance with the capacity of the engine to assume greater loads. This invention embodies a means for controlling the generator output in the above manner through the instrumentality of the vacuum, or depression in the intake manifold of the en e. This vacuum is utilized as a contro ling medium without affecting the usual manual controllin mechanism, such as a manual throttle va ve which would ordinarily increase the vacuumin the mamfold upon throttling the engine.

An object of th1s invention is to provide an improved and effective controlling mechanism of the above character, operated by the vacuum, or depression in the intake manifold of the-engine.

A further object of the inventlon is to provide a construction of the above character which is controlled by a governor WhlCh varies the effective depression exerted upon the controlling means for the field resistance of the generator.

A further object of the invention is to combine a mechanism of the above character with the usual manual throttle control in such manner that the manual actuation of the throttle does not affect the means for varyin the generator output.

urther objects of the invention,- not specifically enumerated above, will be apparent as the description thereof proceeds in connection with the accompanying drawing, wherein the single figure shows the manner in 1920. Serial Io. 863,044.

which the riser from the carburetor to the intake manifold is constructed to afford a source of de ression for varying the field resistance of t e generator.

Referring more specifically to the above drawing, a designates a carburetor of desired form having a riser formed of two sections a and a. An intermediate section a is secured between. the first named sections and thus affords a riser for communicating with an intake manifold b.

The generator driven from. the internal combustion en ine which is served by the carbureter a, is s own at G, the shunt field of which is indicated at g. Resistance 7' is connected in the shunt field circuit by means of wires g, contact segments 1'' and 1' beingconnected to the resistance segments through lead wires 1'. A switch arm R is pivoted at r to be turned to engage the contact segments r selectively.

A shaft 0, driven from the internal combustion engine which drives the generator g, rotates the governor a which actuates governor rod 0. A throttle valve (1 is mounted in the riser section aand is actuated by the governor rod 0'. A manual throttle lever e actuates .a second throttle valve fin the riser section a, through a rod e. which connects the throttle valve with the manual levere.

Pipe line It communicates with the riser section'a' and with a cylinder it within which piston h is slidably mounted. A spring it normally urges the piston to the right, as viewed in the figure, and this movement is transmitted to the lever R through link It. When the depression in the riser. section 0? increases, piston It is pulled to the left against the action of spring h to cut out the resistance r, thus strengthenin the generator field and throwing more loa upon the engme. When the depression decreases, that 1s, when the engine is fully loaded, the spring It moves the lever B to insert resistance in the generator field and thus reduces the output thereof and the load on the engine.

From the foregoing construction it will be apparent that, when the engine speed increases above a predetermined amount which indicates its ability-to carry more load, the

governor c operates to efiect either a partial or a total closing of the throttle valve d.

This produces a depression in the riser section a which results in movement of the piston k to the left, overcoming the spring h,

and moving lever R to the left. In this manner, resistance is cut out of the field g and the generator output increases, thus increasing the load on the engine. When the engine is overloaded the reverse occurs and the generator output is decreased to enable the engine to speed up to a desired point.

The usual manual throttle operations are efl'ected through lever e and throttle 7, this throttle being located between the manifold and the riser section a so that closing of the throttle f will not produce a vacuum or depression in the riser section a and thus actu-' ate the iston h to cut out resistance and in- 23 crease t e nerator output when the engine is throttl down. This revents killing the engine when it is throttled down by means of.

' the manually controlled throttle.

While the invention has been described with specific reference to the construction shown 1n the accompanying drawing, it is not to be limited, save as defined in theappended'claim:

I claim as my invention:

A combination comprising an engine having a manifold, a generator driven by said engine, a field winding on said generator, an engine speed responsive device, a manually v operated member and a generator field controlling mechanism, a riser section having a throttle valve therein, means to control the valve by the speed responsive device a second section between the valve and manifold communicating with the field controlling mecha- 1- w nism, a third section having a throttle valve between the second section and the manifold, and means connecting the throttle valve in the third section to the manually operated member. I a This sgcification signed this 7th day of May, A r

, EDWIN M. POST, JR. 

